Rotary engine.



PATENTED JUNE 7, 19.04.

E. c. WARREN. ROTARY ENGINE. APPLIOATION FILED SEPT. 25, 1902.

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N0-761,799. PATBNTED JUNE 7*, 1604.

ROTARY ENGINE.

APPLICATION FILED SEPT. 25, 1902.

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- E. 0. WARREN.

ROTARY ENGINE.

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No. 761,799. PATENTED JUNE 7, 1904.

E. c. WARREN. ROTARY ENGINE.

APPLICATION FILED SEPT. 25, 1902. N0 MODEL.

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No. 761,799. PATBNTBD JUNE 7', 1904.

- E. o. WARREN.

ROTARY ENGINE. APPLICATION TILED SEPT. 25, 1902 no nonnL. s'nnn'rs-snnn'r a.

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UNITED STATES Patented June 7, 1904:.

PAT NT OFFICE.

ROTARY ENGINE.

SPECIFICATION forming part of Letters Patent No. 761,799, dated June '7, 1904. I Application filedSeptember 25, 1902. Serial No. 124.735. (N model.) i

To all whom it may concern:

Be it known that I, EDWARD G. WARREN, a citizen of the United States, residing in the city and county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Rotary Engines,-of which the following is a specification, reference being had to the accompanying drawings.

' ments.

through the line 12 12, Fig. 2.-

My invention relates to an engine of the annular expansion-chamber rotary-abutment type, and has for its object to improve the efliciency of such an engine. 1

In the accompanying drawings, Figure 1 is a vertical longitudinal central section through an engine embodying my present improve- Fig. 2 is a horizontal central section through the same. Fig. 8 is an elevation of the front end of the engine. Fig. 4: is a vertical cross-section along the line 4 1, Fig. 2. Fig. 5 is a similar sectiontaken along the line 5 5, Fig. 2. Figs. 6' and 7 are respectively front and side views in detail of the movable cut-ofl, Figs. 8 and 9 are similar views of the fixed cut-0th Fig.'1()'is a detail of the semicircular washer 2, 'Fig. 11- is a front elevation of the rear end plate detached from'the adjacent parts. Fig. 12 is a vertical section A is themain shaft of the engine. Made fast to the shaft is the rotary cylinder B; This "cylinder is hollow, open at both ends, and

united to the shaft'by two perforated webs F. It is most conveniently made in two parts, as shown in the drawings, united by bolts 6, joining the two webs. The periphery of the rotary cylinder 'has formed upon it terminal circular flanges I) b and an intermediate circular flange I), placed much nearer to flange 6 than flange 6 The space S between flanges b 6 forms the annular high-pressure chamber of the'engine. The larger space T between flanges b 5 forms the low-pressure expansionchamber. The cylinder, with its flanges, fits within a cylindrical casing (J. T his-casing is, formed with cylindrical enlargements c cupo'n the opposite sides of'its periphery. The-casing is preferably made up of two castings, the larger one, 0, corresponding approximately in position to the low-pressure expansionchamber and the smaller casting, o similarly corresponding in position to the high-pressure chamber, with two end plates A A all bolted together. Within the rear end plate A is formed centrally the large journalingsleeve H. This journaling sleeve projects inward to within ashortdista'nce of the nearer web-of the cylinder. A similar journalin'gsleeve H is formed centrally in the front end plate A and also projects inward almost to the other web, 5 of the cylinder. VVithin the journaling-sleeve H is fitted a bushing 71.,and within the journaling sleeve H is fitted a bushing 70 part of the union being threaded, as shown in the drawings. These two bushings form the main journals for the engine-shaft A. Each of the extensions 0 c at the sides of the casinghas mounted within it an abutmentshaft a a, each carrying a large rotary abutment D and a small rotary abutment D. The length and position-of the abutments D correspond to the low-pressure space T between flanges U6 and the small abntmentseorrespond in length and position to the high-pressure space between flanges b and b. Each of the abutment-shafts a is journaled toward its abutment-plate (Z and near its rear end in a bushing supported in the rear abutment-plate front end in a bushing supported in the front d Between the two abutments support is also afforded and a division of the extension established bythe middle abutment-plate d. To the front end of the rotary cylinder B alongside of the terminal flange b is fastened a toothed ring E, and in the same plane with this ring pinions e e, meshing with the ring E, are made fast to the front ends of each of the abutment-shafts.

. The annular high-pressure chamber S is divided into two equal compartments by two transverse wing-pistons j uniting flange b to the other of the abutments. This, it will be observed, is a direct metallic contact without interposition of packing. To permit at proper intervals the passage of the wing-pistons by the abutments, longitudinal grooves K are cut in the large abutments D from end to end, and longitudinal grooves In are similarly cut from end to end of the small abutments D, the ratio of the gearing between the abutment-pinions and the toothed ring of the cylinder being such as to cause these grooves to accurately intermesh with the wingpistons at each rotation.

Coincident with the length of the larger casting c of the cylindrical casing are formed outside of it and on opposite points two-exhaust-channelsf, Fig. 4, which lead to an exhaust-chamber F, which occupies the interior of the hollow casting which forms the rear end plate A. This is in free communication with the exhaust G by way of the divided P p 0 The'entire interior of the casing C is in communication with the high pressure, which ente'rs by the pipe F and passes freely to the rear end through the perforated webs 6 6 which unite the cylinder to its shaft. High pressure is also freely admitted into the space surrounding the two small rotary abutments by way of channels a, cut in the bushings, in which the front ends of the abutment-shafts rest, whence it passes freely around the rearwardly-extending journaling-sleeves formed on the abutment-plates (Z, by which the bushing is supported. Likewise high pressure is admitted from the rear end of the interior of the casing by way of channels o into the spaces V, which are formed within the rear end plate A. These are separated from the exhaust-chamber F and correspond in position to the ends of each of the abutment-shafts. From these spaces V the channel w, cut in the rear bushing, allows pressure to escape into the space around the forwardlyextending sleeve of the bushing until it is intercepted by the packing-ring w, which, together with the packing-ring 20, running in the middle abutment plate (Z', allows only a limited amount of pressureto escape into the space which surrounds the large abutment.

Means are provided for accurately maintaining the proper pressure in the space surrounding the large abutment consisting of a three-way cock 1 which may be turned so as to bring this space in communication with the high-pressure space V by way of channel or with the air-pressure by way of channel thus regulating the pressure at will. A pressure-gage attached to the channel in registers this pressure.

At both ends of the large abutments D small semicircular washers are interposed in order to prevent the escape of pressure from the space surrounding the large abutments into the exhausting portion of the ex )ansion-chamher by way of the grooves K. These washers are shown in detail in Fig. 10. The small segment .2, which is cut away at the middle of the outside periphery, rests against the cylinder as it rotates and holds the washer in position. Contact between the abu tmen ts and the cylinder is maintained by pressure in the pressure-spaces surrounding the abutments, that surrounding the high-pressure abutment being maintained at high pressure, as has been explained, and that surrounding the lowpressure abutment being maintained at a proper moderate pressure by the means explained supplemented by the three-way cock 1 Pressure is admitted from the interior of the engine into the compartments of the highpressure expansion-chamber S by two sets of ports Z Z, Z Z. From the high-pressure expansion-chamber communication is bad with the compartments of the low-pressure expansion-chamber by two ports m w, cut through the flange 7/, the shape of these ports being seen in Fig. 4. Ports Z I are cut through the rotary cylinder in a plane near the front end of the high-pressure expansion-chamlier, and ports Z Z are cut through in a parallel plane near the rear end of the high-pressure expansion-chamber. Considered with relation to the direction of the rotation of the cylinder ports 1 are placed somewhat in advance of ports I, as seen in Figs. 1 and a. The ports Z Z are controlled by a fixed cut-oil' 1, (shown in detail in Figs. 8 and 9,) consist-ingot a central sleeve p and a flanged disk 7), which is partially cut away on two opposite sides, as seen in Fig. 8, the flanges being wide enough to cover the ports I as they rotate, leaving them open only when the ports come opposite to the cut-away portions of the flanged disk. The sleeve 72 of this lixed cut-oli' is feathered upon the journalingsleeve II. The ports Z Zare controlled by a n'iovablecutofi' Q. (Shown in detail in Figs. (3 and 7.) This likewise consists of a central sleeve having a toothed segment 1/ formed around part of its periphery and also carrying a disk 7*, around the periphery of which is formed a flange a", parts of which are cut away. This flange 9" covers the ports as the cylinder rotates except when the ports come oppositethe cut-away portions of the flange. The movable cut-off Q surrounds the sleeve ll" and is free to rotate thereon, its plane of rotation being fixed by the engagement of an overhanging lug within a groove 1), cut in the sleeve of the fixed cut-ofi'. Rotation of the movable cut-off is controlled by the segmental gear shown in Fig. This consists of a segmental rack n, which meshes with the toothed segment q on the movable cut-oil, the segmental rack being formed with a on rvature of much larger radius. This rack u is supported by a yoke C, pivoted to a shafte,

carrying a hand-lever 0 by the movement of which the position of the movable cut-off may be varied at will.

Referring now to Fig. i and observing the position of the fixedcut-oif P, it will be seen that ports Z" are free to admit high pressure into the high-pressure expansion-chamber as soon as'the. piston J has fairly cleared itself from the transverse groove of the rotary abutment with which it has been in engagement. These ports continue to admit high pressure into the space between the wing-piston J im mediately in front of the port and this rotary 1 abutment until considerably over a quarterrotation has been completed, but are closed before the-port m on the opposite side of the cylinder has passed the rotary abutment. Ports Z Z are controlled by the movable cutoff Q. If this be in the position indicated in Fig. 4, it will be seen that they are closed practically simultaneously with ports Z Z by reason of the fact that the closing edges of the flanges of the movable cut-off Q are situated behind the closing edges of the flanges of the fixed cutoff P a short distance, corresponding to the 1 distance which the ports Z Z are in advance of the ports Z Z. The opening of the ports Z Z does not, however, occur until shortly after the openingof the ports Z Z, controlled by the fixed cut-off. In the position which has just been described the movable cut-off is at one extreme of its motion. It is capable by means of the-lever 0 of being thrown in the direction of the arrow of Fig. 4 about a quarter-rotation. By this motion the closing of the ports Z Z may be caused to occur as much. later in the cycle of operations as is desired, it beingpossible to throw the movable eut-ofl forward far enough to allow high pres sure to continue to enter the higlrpressure expansionrchamber even after the ports m have cleared the last rotary abutment, whereby high pressure will continue to be admitted directly to. the low-pressure expansion-chamber. This is an extreme position. and under ordinary circumstances the movable cut-off will be so. set as to close the ports Zbefore the ports m shall have .passed the abutments. In this way the length of period during which high pressure is admitted to the expansionchamber may be controlled with great accuracy.

The interior edges of the ports m are formed with a curvature corresponding to the periphery of the rotary abutments. The low-pressure expansion-chamber T is in communication with the exhaust by ports a a, the position of which is indicated in dotted lines in Fig. 4, and which open into the exhaust-pasff- The operation of the parts thus described is as'follows: The two wing-pistons J J simultaneously clear the abutments, and high pressure is admitted between each wing-piston and the abutment. The pressure in front of the two ends ofthe rotary abutments.

inder in proper relation to-the casing.

the abutments is free to exhaust through ports m into the low-pressure compartments, the

difference in pressure being thus exerted to effect rotation. pressure compartments each wing-piston J J as it clears an abutment receives pressure through ports m, exhausted only to the extent of the difference in size between the high and. low pressure compartments. The pressurein advance of these wing-pistons is constantly free to exhaust through ports a, and consequently the difference of pressure is exerted to effect rotation.

In order to maintain accuracy of fit between the casing O and the edge of the flanges Z Z At the same time in the low in the cylinder constantly exerts a rearward Z thrust, tending to drive the cylinder toward the rear of the casing. This rearward thrust is also augmented by reason of the taper of the cylinder, which makes the forward end of it larger than the rearward end. In all other respects it will bernoticed that the pressure upon the two ends of the rotary cylinder is evenly balanced, as is also the pressure upon In order to oppose the rearward pressure of the shoulder (Z2 to. sufficient extent to properly limit the'rearward movement of the cylinder within its casing, there is provided a thrustbearing upon the front end of the bushing/t This is effected by expanding the frontend ofthis bushing into a disk Z fittedwithah'ancb wheel 72,, by which it may be turned. Against this disk rests a plate 71,,yfastened to the front end of the shaft A. By rotation of the hand- I wheel the bushing b .may he screwed forward or backward, so as to maintain the cils the casing wears away the shaft, with the cylinder, should be allowed to go forward a cor-. responding distance. the sleeve of the fixed cut-off has an offset on its rear end which engages the space. between the end of the bushing It and the shoulder a of the main shaft A. By reason of It will be noted that this engagement and the corresponding engagement between themovable and the fixed cut-off through the lug g both cut-offs take part in any backward or forward adjustment of the cylinder and are thereby maintained always in proper relation to the plane of rotation of the ports which they control.

I have spoken of the position of the movable cut-off as being controlled by hand through the lever 0 but it is obvious that the cut-off may-be regulated by means of a governor, and thus constitute an automatic regulation of the piston.

Ihave used in the foregoing specification the expression fixed cut-off P. It would perhaps be more accurate to term this part a fixed admission-valve, as, although it does operate to cut off the ports which it controls, the important function assigned to it is that of controlling the point of admission of pressure from the interior of the cylinder into the expansion-chamber.

Having thus described my invention, I claim- 1. In a rotary engine the combination of a casing; and a flanged rotary hollow cylinder within the casing, said cylinder being divided transversely to its axis into two parts, each of which is united to the shaft by means ofa webplate, the two parts being held together by bolts connecting the two web-plates, substantially as described.

2. In a rotary engine, the combination of the casing; a hollow rotary cylinder within the casing, open at both ends, and united to its shaft by one or more webs; means for admitting high pressure to the interior of the cylinder at one end of the casing; and perforations in the webs, substantially as described.

3. In a rotary engine, the combination of a casing; a rotary cylinder within the casing with an expansion-chamber formed around its periphery; two or more longitudinal exhaustchannels formed upon the outside of the easing; exhaust-ports connecting the inside of the casing with these exhaust-channels; an exhaust-chamber formed in the end plate of the casing with which said exhaust-channels communicate; and a free exhaustconnecting with the exhaust chamber, substantially as described.

4. In a rotary engine, a flanged rotary cylinder having high and low pressure expansionchambers formed around its periphery; rotary abutments corresponding in length to the high and low pressure chambers; a space behind the high-pressure abutment which is in free communication with high pressure; a space behind the low-pressure abutment; and means for connecting said latter space with either high pressure or exhaust, so as to regulate the pressure therein at will.

5. In a rotary engine, a rotary cylinder; a rotary abutment, the periphery of which is in contact with that of the cylinder; a pressurespace behind said rotary abutment; and means for connecting said pressure-space with either the high pressure or exhaust, substantially as described.

6. In a rotary engine a rotary cylinder having high and low pressure expansion-chambers formed around its periphery; two rotary abutments mounted upon a common shaft,

I corresponding in length to the high and low pressure chambers; pressurespaces behind both of said abutments, separated by a journaling-plate; means for maintaining the space behind the high-pressure abutment in communication with high pressure; lealuige-way through the journal between the two abutments; and means for connecting the space behind the low-pressure abutment with either high pressure or exhaust, substantially as described.

7. In a rotary engine, the combination of a rotary cylinder, having both circular flanges and a wing-piston upon its periphery forming expansion-chambers; a rotary abutment with its periphery in contact with the periphery of the rotary cylinder, and having a longitudinal groove to permit the passage of the wing-piston; a pressure-space at the back of the abutment; and washers litting against either end of the abutment, and forming terminal partitions for the groove thereof, substantially as described.

8. In a rotary engine the combination of the rotary cylinder having both circular flanges and a wing-piston; a grooved almtment;wash ers surrounding the abutment in the plane of the circular flanges of the piston, and forming terminal partitions for the groove of the abutment; said washers beingcut away at one point to correspond in shape with the projecting flange of the rotary cylinder with which it is in contact, substantially as described.

9. In a rotary engine, the combiinition of a casing; a cylinder rotating therein having an expansion-chamber formed around its periphery; means for admitting pressure to the interior of said cylinder; a port connecting the interior of said cylinder with the expansionchamber surrounding its periphery; and a cut-off, normally fixed in relation to the easing but rotatably :uljustable in the plane in which said port rotates.

10. In a rotary engine, the combination of a. rotary cylinder having an expausual-chamber formed around its periphery; means for admitting pressure to the interior of said cylinder; a port cut through the cylinder connecting its interior with the expansion-claimber; and a cut-off for said port which is independent in its motion from the rotary cylinder, and which is rotatably adjustable upon the axis of the rotary cylinder, substantially as described.

11. In a rotary engine, the combination of a rotary cylinder with an ex )ansion-chaml)er around its periphery; means for maintaining pressure in the interior of the cylinder; a port cut through the periphery of the cylinder for admitting the interior pressure to the expansion-chamber; and a cut-off in the form of a. disk independently mounted upon the axis of the cylinder with partial flanges in contact with the interior surface of the cylinder in the plane in which the portrotates; and means for partially rotating said cut-off, substantially as described.

12. In a rotary engine the combination of a rotary cylinder having expansion-chambers formed around its periphery; means for admitting pressure to the interior of said cylinder; a port connecting theinterior of said cylinder with the expansion-chamber surrounding its periphery; acut-ofl for said port which is rotatable upon an axis concentric to that of the rotary cylinder, and which by its rotation controls the points in relation to the rotation of the cylinder at which the port is closed; in combination with means for rotating said cutoff upon its axis, consisting of a gear upon the axis of the cut-off, a rack meshing with said gear, and means for reciprocating the rack, substantially as described.

13. In a rotary engine, the combination of a rotary cylinder, having an expansion-chamber formed around its periphery; means for admitting pressure to the interior of the cylinder;

two ports connecting the interior of said cylinder with. the expansion-chamber; a fixed cut-off governing one of these ports; and a movable cut-off governing the other, substantially as described.

14. In a rotary engine, the combination of a rotary cylinder having an expansion-chamber formed aroundits periphery; means for admitting pressure to the interior of the cylinder; a port cut through the cylinder connecting its interior with the expansion-chamber; and a fixed cut-ofl' consisting of a flanged disk mounted upon the axis of the rotary cylinder in the plane in which said port rotated, said flange being partly cut away, substantially as described.

15. In a rotary engine, the combination of a casing; means for maintaining pressure therein; a rotating cylinder Within the casing; extensions of the casing containing rotary abutments; pressure-spaces behind said abutments, bounded by abutment plates in which the axis of the abutments are journaled; and channeled bushings in said abutment-plates through which pressure from the interior of the casing is communicated to the spaces behind the abutment, substantially as described.

16. In a rotary engine, the combination of a tapered casing; a rotary cylinder fitting therein; means for maintaining an excess of pressure upon the larger end of the rotary cylinder whereby it is constantly thrust down the taper; a thrust-bearing at the end of the shaft of the cylinder; and means for effecting the continuous adjustment of the fixed element of this thrust-bearing, substantially as described.

In Witness whereof I have hereunto set my hand, in the presence of two subscribing witnesses,this 17th day of September, A. D. 1902.

EDWARD C. WARREN. Witnesses:

JAMEs H. BELL, E. Rnnsn. 

